U.S. patent number 11,378,000 [Application Number 16/919,904] was granted by the patent office on 2022-07-05 for coolant heater for a vehicle.
This patent grant is currently assigned to DOOWON CLIMATE CONTROL CO., LTD, HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION. The grantee listed for this patent is DOOWON CLIMATE CONTROL CO., LTD, HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION. Invention is credited to Ki Seung Bae, Wang Hyun Joe, Jong Chul Kim.
United States Patent |
11,378,000 |
Joe , et al. |
July 5, 2022 |
Coolant heater for a vehicle
Abstract
A coolant heater for a vehicle includes: a housing unit having
an inlet part through which a coolant is introduced and an outlet
part through which the coolant is discharged; a baffle assembly
provided in an internal space of the housing unit and having a
first flow path through which the coolant flows in a first
direction and a second flow path through which the coolant, passing
through the first flow path, flows in a second direction different
from the first direction; a first heater part provided in the first
flow path; and a second heater part provided in the second flow
path. The coolant heater makes it possible to obtain an
advantageous effect of improving a fast-acting heating performance
and heating efficiency.
Inventors: |
Joe; Wang Hyun (Bucheon-si,
KR), Kim; Jong Chul (Cheonan-si, KR), Bae;
Ki Seung (Asan-si, KR) |
Applicant: |
Name |
City |
State |
Country |
Type |
HYUNDAI MOTOR COMPANY
KIA MOTORS CORPORATION
DOOWON CLIMATE CONTROL CO., LTD |
Seoul
Seoul
Asan-si |
N/A
N/A
N/A |
KR
KR
KR |
|
|
Assignee: |
HYUNDAI MOTOR COMPANY (Seoul,
KR)
KIA MOTORS CORPORATION (Seoul, KR)
DOOWON CLIMATE CONTROL CO., LTD (Asan-si,
KR)
|
Family
ID: |
1000006413864 |
Appl.
No.: |
16/919,904 |
Filed: |
July 2, 2020 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20210071565 A1 |
Mar 11, 2021 |
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Foreign Application Priority Data
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Sep 6, 2019 [KR] |
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10-2019-0110980 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H05B
1/0297 (20130101); B60H 1/00314 (20130101); F02N
19/10 (20130101); F01P 7/167 (20130101); H05B
1/0236 (20130101) |
Current International
Class: |
F01P
7/16 (20060101); H05B 1/02 (20060101); B60H
1/00 (20060101); F02N 19/10 (20100101) |
Field of
Search: |
;123/142.5E |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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102013102358 |
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Sep 2014 |
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DE |
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200201616 |
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Dec 2003 |
|
SE |
|
Primary Examiner: Gimie; Mahmoud
Attorney, Agent or Firm: Lempia Summerfield Katz LLC
Claims
What is claimed is:
1. A coolant heater for a vehicle, the coolant heater comprising: a
housing unit having an inlet part through which a coolant is
introduced and an outlet part through which the coolant is
discharged; a baffle assembly provided in an internal space of the
housing unit and having a first flow path through which the coolant
flows in a first direction and a second flow path through which the
coolant, passing through the first flow path, flows in a second
direction different from the first direction; a first heater part
provided in the first flow path; and a second heater part provided
in the second flow path, wherein the baffle assembly comprises: a
baffle plate configured to divide the internal space of the housing
unit into a first space which communicates with the inlet part and
a second space which communicates with the outlet part; and a
baffle shell connected to the baffle plate and configured to divide
the first space into the first flow path and the second flow
path.
2. The coolant heater of claim 1, wherein the baffle shell is
formed to have a hollow cross-sectional shape and disposed in a
longitudinal direction of the housing unit, wherein one end of the
baffle shell penetrates the baffle plate, wherein an inlet hole is
formed at the other end of the baffle shell, wherein the first flow
path is formed between the baffle shell and the housing unit, and
wherein the second flow path is formed along the inside of the
baffle shell.
3. The coolant heater of claim 2, wherein the baffle shell is
disposed in the internal space of the housing unit so as to be
placed coaxially with the housing unit, and wherein the first flow
path is formed around the baffle shell.
4. The coolant heater of claim 2, wherein the inlet part is formed
adjacent to one end of the baffle shell, and wherein the coolant
introduced into the inlet part flows along the first flow path and
then is introduced into the second flow path through the inlet hole
formed at the other end of the baffle shell.
5. The coolant heater of claim 2, wherein the first heater part
comprises: a first sheath heater formed as a coil and disposed in
the first flow path; and a second sheath heater formed as a coil
and disposed in the first flow path.
6. The coolant heater of claim 5, wherein the first sheath heater
and the second sheath heater are coaxially disposed in a
longitudinal direction of the first flow path.
7. The coolant heater of claim 5, comprising: first support parts
formed on an outer surface of the baffle shell and configured to
support the first sheath heater and the second sheath heater.
8. The coolant heater of claim 5, wherein the second heater part
comprises a third sheath heater formed as a coil and disposed in
the second flow path.
9. The coolant heater of claim 8, comprising: a second support part
formed on an inner surface of the baffle shell and configured to
support the third sheath heater.
10. The coolant heater of claim 8, comprising: a controller
configured to individually control the first sheath heater, the
second sheath heater, and the third sheath heater.
11. The coolant heater of claim 10, wherein the controller
individually controls the first sheath heater, the second sheath
heater, and the third sheath heater by pulse width modulation (PWM)
control.
12. The coolant heater of claim 10, comprising: a coolant
temperature sensor configured to measure an outlet temperature of
the coolant discharged from the outlet part, wherein when the
outlet temperature of the coolant is higher than a predetermined
temperature, the controller stops the operations of the first
sheath heater, the second sheath heater, and the third sheath
heater.
13. The coolant heater of claim 12, comprising: a surface
temperature sensor configured to measure a temperature of an outer
surface of the housing unit, wherein when the temperature of the
outer surface of the housing unit is higher than a predetermined
temperature, the controller stops the operations of the first
sheath heater, the second sheath heater, and the third sheath
heater.
14. The coolant heater of claim 13, wherein when the temperature of
the outer surface of the housing unit is higher than the outlet
temperature of the coolant, the controller stops the operations of
the first sheath heater, the second sheath heater, and the third
sheath heater.
15. The coolant heater of claim 13, comprising: a thermal fuse
connected to the housing unit, wherein when the temperature of the
outer surface of the housing unit is higher than an operating
temperature of the thermal fuse, the thermal fuse cuts off a supply
of power to the first sheath heater, the second sheath heater, and
the third sheath heater.
16. The coolant heater of claim 10, comprising: a water pump
configured to supply the coolant to the inlet part, wherein when an
abnormal signal related to the water pump is detected, the
controller stops the operations of the first sheath heater, the
second sheath heater, and the third sheath heater.
17. The coolant heater of claim 8, wherein the housing unit
comprises: a first housing configured to receive therein the baffle
assembly; a first cover coupled to one end of the first housing; a
second housing disposed to surround the first housing; a second
cover coupled to one end of the second housing so as to cover the
first cover; a header plate coupled to the other end of the first
housing and the other end of the second housing; and a controller
cover coupled to the header plate.
18. The coolant heater of claim 17, wherein a thermal insulation
layer is formed between an outer surface of the first housing and
an inner surface of the second housing.
19. The coolant heater of claim 17, comprising: a sealing member
interposed between the header plate and the other end of the first
housing and the other end of the second housing.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims priority to and the benefit of Korean
Patent Application No. 10-2019-0110980 filed in the Korean
Intellectual Property Office on Sep. 6, 2019, the entire contents
of which are incorporated herein by reference.
TECHNICAL FIELD
The present disclosure relates to a coolant heater for a vehicle,
and more particularly, to a coolant heater for a vehicle, which is
capable of improving fast-acting heating performance and heating
efficiency of a vehicle.
BACKGROUND ART
Currently, the most common type of vehicle is a vehicle using, as a
driving source, an engine that uses gasoline, diesel, or the like
as an energy source. However, there is an increasing need for a new
energy source for various reasons such as environmental pollution
caused by the above-mentioned energy sources for a vehicle, a
reduction in oil reserves, or the like.
Currently, one of the technologies closest to practical use is a
technology associated with a vehicle driven by using a fuel cell as
an energy source.
However, unlike a vehicle using an engine, the vehicle using the
fuel cell cannot use a heating system using a coolant. In other
words, in the case of the vehicle using, as a driving source, the
engine that uses petroleum as an energy source, a very large amount
of heat is generated in the engine. A coolant circulation system
for cooling the engine is provided, and heat, which is absorbed by
the coolant from the engine, is used to heat an interior of the
vehicle.
However, because the vehicle using the fuel cell does not generate
as much heat as the engine generates, there is a problem in that it
is difficult to apply, to a fuel cell vehicle, a heating method
performed by the vehicle using the engine.
Accordingly, in the related art, various studies are being
conducted on a technology of using a heat pump as a heat source by
adding the heat pump to an air conditioning system. Studies are
also being conducted on a technology of heating the fuel cell
vehicle with a separate heat source such as an electric heater.
The electric heater is widely used because the electric heater has
an advantage of easily heating the coolant without significantly
affecting the air conditioning system.
Depending on the heating method, the electric heater may be
classified into an air heating heater for a vehicle configured to
directly heat air to be blown toward the interior of the vehicle,
and a coolant heating heater (or coolant heater) configured to heat
a coolant.
In the case of the coolant heater in the related art, a cartridge
heater having a heating element is mounted in a housing, and the
coolant introduced into the housing is heated by the cartridge
heater. Therefore, there is a problem in that it is difficult to
sufficiently form a flow path for heating the coolant introduced
into the housing (i.e., a route in which the coolant is heated by
the cartridge heater). It is also difficult to improve fast-acting
heating performance (the time taken to reach a maximum temperature)
and heating efficiency to a certain level or higher.
Moreover, in the related art, because the cartridge heater needs to
be merely turned on/off in order to heat the coolant to a target
temperature, it is difficult to accurately control an output of the
cartridge heater in accordance with a heating load.
Therefore, recently, various types of research have been conducted
to improve the fast-acting heating performance and the heating
efficiency of the coolant heater, but the research result is still
insufficient. Accordingly, there is a need for development of a
coolant heater with improved fast-acting heating performance and
heating efficiency.
SUMMARY OF THE DISCLOSURE
The present disclosure has been made in an effort to provide a
coolant heater for a vehicle with improved fast-acting heating
performance and heating efficiency.
In particular, the present disclosure has also been made in an
effort to ensure a sufficient flow path of a coolant, an improved
efficiency in heating the coolant, and a reduction of time taken to
heat the coolant.
The present disclosure has also been made in an effort to
accurately control an output of a coolant heater in accordance with
a heating load.
The present disclosure has also been made in an effort to prevent a
coolant heater from being excessively heated and to improve
stability and reliability.
In order to achieve the above-mentioned objects, an embodiment of
the present disclosure provides a coolant heater for a vehicle. The
coolant heater includes: a housing unit having an inlet part
through which a coolant is introduced and an outlet part through
which the coolant is discharged; a baffle assembly provided in an
internal space of the housing unit and having a first flow path
through which the coolant flows in a first direction and a second
flow path through which the coolant, passing through the first flow
path, flows in a second direction different from the first
direction; a first heater part provided in the first flow path; and
a second heater part provided in the second flow path.
This configuration is provided to improve a fast-acting heating
performance and heating efficiency for a vehicle (e.g., a fuel cell
vehicle).
In other words, in the related art, a cartridge heater having a
heating element is mounted in the housing, and the coolant
introduced into the housing is heated by the cartridge heater.
Therefore, there is a problem in that it is difficult to
sufficiently form a flow path for heating the coolant introduced
into the housing (i.e., a route in which the coolant is heated by
the cartridge heater). It is also difficult to improve fast-acting
heating performance (the time taken to reach a maximum temperature)
and heating efficiency to a certain level or higher.
In contrast, according to the present disclosure, the first and
second flow paths, which are directed in opposite directions, are
formed in the housing unit, and the coolant is heated sequentially
through the first flow path and the second flow path, such that a
flow path through which the coolant is heated may be sufficiently
ensured. As a result, it is possible to obtain an advantageous
effect of improving a fast-acting heating performance and heating
efficiency.
Furthermore, according to the present disclosure, since the coolant
is primarily heated by a first sheath heater and a second sheath
heater while spirally flowing around the baffle assembly through
the first flow path and the second flow path and then secondarily
heated again by a third heater, it is possible to obtain an
advantageous effect of improving efficiency in transferring heat to
the coolant and reducing the heating time.
The housing unit may have various structures and shapes in
accordance with required conditions and design specifications, and
the present disclosure is not restricted or limited by the
structure and the shape of the housing unit.
As an example, the housing unit may include: a first housing
configured to receive therein the baffle assembly; a first cover
coupled to one end of the first housing; a second housing disposed
to surround the first housing; a second cover coupled to one end of
the second housing so as to cover the first cover; a header plate
coupled to the other end of the first housing and the other end of
the second housing; and a controller cover coupled to the header
plate.
The baffle assembly may divide the internal space of the first
housing into a first space which communicates with the inlet part
and a second space which communicates with the outlet part. The
baffle assembly may further divide the first space into the first
flow path disposed in the first direction and the second flow path
disposed in the second direction different from the first
direction.
As described above, the coolant, which is introduced into the first
housing through the inlet part, flows in the first space
sequentially through the first flow path and the second flow path,
such that a sufficient flow path of the coolant may be ensured. As
a result, it is possible to obtain an advantageous effect of
improving the efficiency in heating the coolant and reducing the
time taken to heat the coolant.
The baffle assembly may have various structures capable of dividing
the internal space of the first housing into a first space and a
second space and further dividing the first space into a first flow
path and a second flow path.
As an example, the baffle assembly may include: a baffle plate
configured to divide the internal space of the housing unit into
the first space which communicates with the inlet part and the
second space which communicates with the outlet part; and a baffle
shell connected to the baffle plate and configured to divide the
first space into the first flow path and the second flow path.
More specifically, the baffle shell may be formed to have a hollow
cross-sectional shape and disposed in a longitudinal direction of
the housing unit, one end of the baffle shell may penetrate the
baffle plate, an inlet hole may be formed at the other end of the
baffle shell, the first flow path may be formed between the baffle
shell and the housing unit, and the second flow path may be formed
along the inside of the baffle shell.
In particular, the baffle shell may be disposed in the internal
space of the first housing so as to be placed coaxially with the
first housing. The first flow path may be formed around the baffle
shell.
Since the baffle shell is disposed in the first housing so as to be
placed coaxially with the first housing as described above, the
first flow path formed around the baffle shell may have a uniform
cross-sectional area. As a result, it is possible to obtain an
advantageous effect of minimizing a heating deviation between the
coolants passing through the first flow path and of improving a
heating performance.
More particularly, the inlet part may be formed adjacent to one end
of the baffle shell. The coolant introduced into the inlet part may
flow along the first flow path and then may be introduced into the
second flow path through the inlet hole formed at the other end of
the baffle shell.
As described above, an arrangement interval, or distance, between
the inlet part and the inlet hole is sufficiently provided, such
that the coolant introduced into the inlet part sufficiently may
flow along the first flow path and then may be introduced into the
second flow path through the inlet hole. As a result, it is
possible to obtain an advantageous effect of further improving
efficiency in transferring heat to the coolant.
Various heating means capable of heating the coolant may be used as
the first heater part.
As an example, the first heater part may include a first sheath
heater formed as a coil and disposed in the first flow path. The
first heater part may also include a second sheath heater formed as
a coil and disposed in the first flow path.
In particular, the first sheath heater and the second sheath heater
may be coaxially disposed in the longitudinal direction of the
first flow path (in the longitudinal direction of the first
housing). The coolant may sequentially pass through the first
sheath heater and the second sheath heater.
Since the plurality of sheath heaters constitutes the first heater
part as described above, only some or all of the plurality of
sheath heaters may be operated in accordance with the required
conditions (e.g., a heating load). As a result, it is possible to
obtain an advantageous effect of precisely and quickly controlling
an output of the coolant heater in accordance with the heating
load.
In addition, the coolant heater may include first support parts
configured to support the first sheath heater and the second sheath
heater.
As an example, the first support parts may protrude from an outer
surface of the baffle shell and may be in close contact with an
inner surface of the first sheath heater and an inner surface of
the second sheath heater.
Since the inner surface of the first sheath heater and the inner
surface of the second sheath heater are supported by the first
support parts as described above, it is possible to obtain an
advantageous effect of further stably maintaining the state in
which the first sheath heater and the second sheath heater are
disposed.
Various heating means capable of heating the coolant may be used as
the second heater part.
As an example, the second heater part may include a third sheath
heater formed as a coil and disposed in the second flow path.
In addition, the baffle assembly may include a second support part
configured to support the third sheath heater.
As an example, the second support part may protrude from an inner
surface of the baffle shell and may be in close contact with an
outer surface of the third sheath heater.
Since the outer surface of the third sheath heater is supported by
the second support part as described above, it is possible to
obtain an advantageous effect of further stably maintaining the
state in which the third sheath heater is disposed.
According to an embodiment of the present disclosure, the coolant
heater for a vehicle may include a controller configured to
individually control the first sheath heater, the second sheath
heater, and the third sheath heater.
As an example, the controller may be integrally coupled to one end
of the housing unit.
Particularly, the controller is configured to individually control
the first sheath heater, the second sheath heater, and the third
sheath heater by pulse width modulation (PWM) control.
Since the first sheath heater, the second sheath heater, and the
third sheath heater are individually controlled by PWM control as
described above, it is possible to obtain an advantageous effect of
precisely controlling outputs of the first sheath heater, the
second sheath heater, and the third sheath heater.
In other words, in the related art, because the cartridge heater
needs to be merely turned on/off by using a relay in order to heat
the coolant to a target temperature, it is difficult to accurately
control an output of the cartridge heater in accordance with a
heating load.
However, according to the present disclosure, since the first
sheath heater, the second sheath heater, and the third sheath
heater are individually controlled by PWM control, it is possible
to obtain an advantageous effect of accurately controlling the
outputs of the first sheath heater, the second sheath heater, and
the third sheath heater in accordance with a heating load. This
results in minimizing electric power consumed by the first sheath
heater, the second sheath heater, and the third sheath heater, and
improving a traveling distance of the fuel cell vehicle.
In addition, according to the present disclosure, each of the first
sheath heater, the second sheath heater, and the third sheath
heater constitutes an independent electric circuit. For example,
even though any one of the first sheath heater, the second sheath
heater, and the third sheath heater may be broken down (e.g.,
short-circuited), the remaining two sheath heaters may operate. As
a result, it is possible to obtain an advantageous effect of
minimizing complaints related to the heating performance and caused
by the occurrence of breakdown.
According to an embodiment of the present disclosure, the
operations of the first sheath heater, the second sheath heater,
and the third sheath heater may be stopped when the first sheath
heater, the second sheath heater, and the third sheath heater are
overheated.
As an example, the coolant heater for a vehicle may include a
coolant temperature sensor configured to measure an outlet
temperature of the coolant discharged from the outlet part. When
the outlet temperature of the coolant is higher than a
predetermined temperature, the controller stops the operations of
the first sheath heater, the second sheath heater, and the third
sheath heater.
As another example, the coolant heater for a vehicle may include a
surface temperature sensor configured to measure a temperature of
an outer surface of the housing unit. When the coolant is heated
and the temperature of the outer surface of the housing unit is
higher than the predetermined temperature, the controller stops the
operations of the first sheath heater, the second sheath heater,
and the third sheath heater.
In addition, when the temperature of the outer surface of the
housing unit is higher than the outlet temperature of the coolant,
the controller determines that overheating occurs, and thus the
controller stops the operations of the first sheath heater, the
second sheath heater, and the third sheath heater.
As still another example, the coolant heater for a vehicle may
include a water pump configured to supply the coolant to the inlet
part. When an abnormal signal related to the water pump is
detected, the controller stops the operations of the first sheath
heater, the second sheath heater, and the third sheath heater.
Alternatively, a thermal fuse may be connected to the housing unit.
When the coolant is heated and the temperature of the outer surface
of the housing unit is higher than an operating temperature of the
thermal fuse, the thermal fuse may physically cut off a supply of
power to the first sheath heater, the second sheath heater, and the
third sheath heater.
According to an embodiment of the present disclosure, a thermal
insulation layer may be formed between an outer surface of the
first housing and an inner surface of the second housing.
In particular, the thermal insulation layer may be configured as an
air layer or a vacuum layer.
As described above, since the thermal insulation layer is formed
between the outer surface of the first housing and the inner
surface of the second housing, a thermal loss to the outside of the
second housing may be minimized. As a result, it is possible to
obtain an advantageous effect of improving the efficiency in
heating the coolant and of reducing the time taken to heat the
coolant.
According to an embodiment of the present disclosure, the first
sheath heater, the second sheath heater, and the third sheath
heater may be fixed to the baffle assembly and the first housing by
welding or brazing.
According to an embodiment of the present disclosure, the first
sheath heater, the second sheath heater, and the third sheath
heater may be fixed to the header plate by welding or brazing.
According to an embodiment of the present disclosure, a sealing
member may be interposed between the header plate and the other end
of the first housing and the other end of the second housing.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a coolant heater for a vehicle
according to the present disclosure.
FIG. 2 is an exploded perspective view of the coolant heater for a
vehicle according to the present disclosure.
FIG. 3 is a cross-sectional view of the coolant heater for a
vehicle according to the present disclosure.
FIG. 4 is a view of a flow path of a coolant in the coolant heater
for a vehicle according to the present disclosure.
FIG. 5 is a diagram of a coolant temperature sensor and a surface
temperature sensor of the coolant heater for a vehicle according to
the present disclosure.
FIG. 6 is a diagram of a water pump of the coolant heater for a
vehicle according to the present disclosure.
FIGS. 7 and 8 are charts illustrating efficiency in accordance with
inlet temperatures of the coolant in the coolant heater for a
vehicle according to the present disclosure.
FIG. 9 is a view of a thermal insulation layer of the coolant
heater for a vehicle according to the present disclosure.
FIG. 10 is a chart illustrating a temperature of an outer wall of a
housing unit in accordance with the presence and absence of the
thermal insulation layer in the coolant heater for a vehicle
according to the present disclosure.
FIG. 11 is a view of a coolant heater for a vehicle according to
another embodiment of the present disclosure.
DETAILED DESCRIPTION
Hereinafter, embodiments of the present disclosure are described in
detail with reference to the accompanying drawings, but the present
disclosure is not restricted or limited by the embodiments. For
reference, like reference numerals denote substantially identical
elements in the present description. The description may be made
under this rule by incorporating the contents illustrated in other
drawings, and the contents repeated or determined as being
understood to those having ordinary skill in the art may be
omitted.
When an element or component in the written description and/or
claims is identified and described as having a purpose or
performing or carrying out a stated function, step, set of
instructions, or the like, the element or component may also be
considered as being "configured to" do so.
FIG. 1 is a perspective view for explaining a coolant heater for a
vehicle according to the present disclosure. FIG. 2 is an exploded
perspective view for explaining the coolant heater for a vehicle
according to the present disclosure. FIG. 3 is a cross-sectional
view for explaining the coolant heater for a vehicle according to
the present disclosure. In addition, FIG. 4 is a view for
explaining a flow path of a coolant in the coolant heater for a
vehicle according to the present disclosure. FIG. 5 is a diagram
for explaining a coolant temperature sensor and a surface
temperature sensor of the coolant heater for a vehicle according to
the present disclosure and FIG. 6 is a diagram for explaining a
water pump of the coolant heater for a vehicle according to the
present disclosure. Further, FIGS. 7 and 8 are charts for
explaining efficiency in accordance with inlet temperatures of the
coolant in the coolant heater for a vehicle according to the
present disclosure. FIG. 9 is a view for explaining a thermal
insulation layer of the coolant heater for a vehicle according to
the present disclosure, and FIG. 10 is a chart for explaining a
temperature of an outer wall of a housing unit in accordance with
the presence and absence of the thermal insulation layer in the
coolant heater for a vehicle according to the present
disclosure.
Referring to FIGS. 1-9, a coolant heater 10 for a vehicle according
to the present disclosure includes: a housing unit 100 having an
inlet part 132 through which a coolant is introduced and an outlet
part 134 through which the coolant is discharged; a baffle assembly
200 provided in an internal space of the housing unit 100 and
having a first flow path 102a through which the coolant flows in a
first direction and a second flow path 102b through which the
coolant, passing through the first flow path 102a, flows in a
second direction different from the first direction; a first heater
part 300 provided in the first flow path 102a; and a second heater
part 400 provided in the second flow path 102b.
For reference, the coolant heater 10 for a vehicle according to the
present disclosure is used to heat a coolant of a fuel cell vehicle
and use the heated coolant for heating. As an example, the coolant
heater 10 for a vehicle is configured to heat a coolant to be
introduced into a heater core (not illustrated) of an HVAC
(heating, ventilation, and air conditioning) unit (20 in FIG. 6)
for a fuel cell vehicle.
The housing unit 100 is formed to have therein a predetermined
receiving space (internal space). The inlet part 132 through which
the coolant is introduced is provided at one side of the housing
unit 100. The outlet part 134 through which the coolant is
discharged is provided at the other side of the housing unit
100.
The housing unit 100 may have various structures and shapes in
accordance with required conditions and design specifications, and
the present disclosure is not restricted or limited by the
structure and the shape of the housing unit 100.
As an example, the housing unit 100 includes a first housing 110
configured to receive therein the baffle assembly 200, a first
cover 120 coupled to one end of the first housing 110, a second
housing 130 disposed to surround the first housing 110, a second
cover 140 coupled to one end of the second housing 130 so as to
cover the first cover 120, a header plate 150 coupled to the other
end of the first housing 110 and the other end of the second
housing 130, and a controller cover 160 coupled to the header plate
150 so as to protect a controller 500.
The first housing 110 is formed in a hollow cylindrical shape
opened at both ends thereof. An inlet hole (not illustrated), which
communicates with the inlet part 132, is formed at one side of the
first housing 110. An outlet hole (not illustrated), which
communicates with the outlet part 134, is formed at the other side
of the first housing 110.
The baffle assembly 200 is provided in the first housing 110. The
internal space of the first housing 110 may be divided, by the
baffle assembly 200, into a first space 102 which communicates with
the inlet part 132 and a second space 104 which communicates with
the outlet part 134. The first space 102 is further divided into
the first flow path 102a and the second flow path 102b.
The first cover 120 is formed as an approximately circular plate
and coupled to the first housing 110 in order to block an opening
portion formed at one end (a left end based on FIG. 2) of the first
housing 110.
In particular, because the coolant is introduced into the first
housing 110 and discharged from the first housing 110, the first
housing 110 and the first cover 120 are coupled to each other to
form a sealed structure capable of preventing a leak of the
coolant.
As an example, the first housing 110 and the first cover 120 are
fixed by welding or brazing.
The second housing 130 has a larger diameter than the first housing
110. The second housing 130 is formed in a hollow cylindrical shape
opened at both ends thereof. The second housing 130 is disposed to
surround the first housing 110. The inlet part 132 (e.g., an inlet
pipe) through which the coolant is introduced is provided at one
side of the second housing 130. The outlet part 134 (e.g., an
outlet pipe) through which the coolant is discharged is provided at
the other side of the second housing 130.
The second cover 140 is formed as an approximately circular plate
and coupled to the second housing 130 in order to block the opening
portion formed at one end (the left end based on FIG. 2) of the
second housing 130.
The header plate 150 is formed as an approximately circular plate
and coupled to the first housing 110 and the second housing 130 in
order to block an opening portion formed at the other end of the
first housing 110 and an opening portion formed at the other end of
the second housing 130.
In particular, because the coolant is introduced into the first
housing 110 and discharged from the first housing 110, the first
housing 110 and the header plate 150 are coupled to each other to
form a sealed structure capable of preventing a leak of the
coolant.
As an example, the first housing 110 and the header plate 150 are
fixed by welding or brazing.
Further, the controller cover 160 is connected to the header plate
150 so as to cover the controller 500, thereby protecting the
controller 500.
The baffle assembly 200 is configured to divide the internal space
of the first housing 110 into the first space 102 which
communicates with the inlet part 132 and the second space 104 which
communicates with the outlet part 134. The baffle assembly 200 also
divides the first space 102 into the first flow path 102a disposed
in the first direction and the second flow path 102b disposed in
the second direction different from the first direction.
As described above, the coolant, which is introduced into the first
housing 110 through the inlet part 132, flows in the first space
102 sequentially through the first flow path 102a and the second
flow path 102b, such that a sufficient flow path of the coolant may
be ensured. As a result, it is possible to obtain an advantageous
effect of improving the efficiency in heating the coolant and
reducing the time taken to heat the coolant.
The baffle assembly 200 may have various structures capable of
dividing the internal space of the first housing 110 into the first
space 102 and the second space 104 and further dividing the first
space 102 into the first flow path 102a and the second flow path
102b.
As an example, the baffle assembly 200 includes: a baffle plate 210
configured to divide the internal space of the housing unit 100
into the first space 102 which communicates with the inlet part 132
and the second space 104 which communicates with the outlet part
134; and a baffle shell 220 connected to the baffle plate 210 and
configured to divide the first space 102 into the first flow path
102a and the second flow path 102b.
The baffle plate 210 is formed in a circular-plate shape having a
diameter corresponding to an inner diameter of the first housing
110. The baffle plate 210 is vertically mounted in the internal
space of the first housing 110 so as to be disposed between the
inlet part 132 and the outlet part 134.
The internal space of the first housing 110 may be divided, by the
baffle plate 210, into the first space 102 (a space at a right side
of the baffle plate based on FIG. 3) which communicates with the
inlet part 132, and the second space 104 (a space at a left side of
the baffle plate based on FIG. 3) which communicates with the
outlet part 134.
In particular, in order to maximally ensure the first space 102 in
which the coolant is heated in the first housing 110, the inlet
part 132 and the outlet part 134 may be provided adjacent to one
end (a left end based on FIG. 3) of the first housing 110.
The baffle shell 220 is connected to the baffle plate 210 and may
have various structures capable of dividing the first space 102
into the first flow path 102a and the second flow path 102b.
As an example, the baffle shell 220 is formed to have a hollow
cross-sectional shape (e.g., a hollow cylindrical shape) and
disposed in a longitudinal direction of the housing unit 100. One
end of the baffle shell 220 may penetrate the baffle plate 210. An
inlet hole 222 may be formed at the other end of the baffle shell
220. The first flow path 102a may be provided between the baffle
shell 220 and the housing unit 100. The second flow path 102b may
be provided along the inside of the baffle shell 220.
In particular, the baffle shell 220 is disposed in the internal
space of the first housing 110 so as to be placed coaxially with
the first housing 110. The first flow path 102a is formed around
the baffle shell 220.
Since the baffle shell 220 is disposed in the first housing 110 so
as to be placed coaxially with the first housing 110 as described
above, the first flow path 102a formed around the baffle shell 220
may have a uniform cross-sectional area. As a result, it is
possible to obtain an advantageous effect of minimizing a heating
deviation between the coolants passing through the first flow path
102a and of improving a heating performance.
More particularly, the inlet part 132 is provided adjacent to one
end (e.g., the left end) of the baffle shell 220. The coolant
introduced into the inlet part 132 flows along the first flow path
102a and then is introduced into the second flow path 102b through
the inlet hole 222 formed at the other end (e.g., the right end) of
the baffle shell 220.
As described above, there is provided a sufficient arrangement
interval, or distance, between the inlet part 132 and the inlet
hole 222, such that the coolant introduced into the inlet part 132
sufficiently may flow along the first flow path 102a and then may
be introduced into the second flow path 102b through the inlet hole
222. As a result, it is possible to obtain an advantageous effect
of further improving efficiency in transferring heat to the
coolant.
In addition, the baffle shell 220 is formed to entirely have a
uniform cross-sectional area in the longitudinal direction thereof.
Since the baffle shell 220 entirely has a uniform cross-sectional
area as described above, the second flow path 102b formed along the
inside of the baffle shell 220 may have a uniform cross-sectional
area. As a result, it is possible to obtain an advantageous effect
of minimizing the heating deviation between the coolants passing
through the second flow path 102b, minimizing a local deterioration
in flow velocity, and improving the heating performance.
The first heater part 300 is disposed in the first flow path 102a
and configured to heat the coolant flowing along the first flow
path 102a.
Various heating means capable of heating the coolant may be used as
the first heater part 300, and the present disclosure is not
restricted or limited by the type and the structure of the first
heater part 300.
In particular, the first heater part 300 may be configured by using
a sheath heater.
For reference, in the present disclosure, the term `sheath heater`
refers to a tubular heater configured such that an electric heating
wire is embedded in a coil shape inside a metallic protective tube.
The protective tube is filled with insulation powder made of
magnesium oxide in order to insulate the electric heating wire and
the protective tube. The advantage of the sheath heater is that the
sheath heater may be robust against external physical impact, may
improve efficiency of electrical and thermal energy, and may be
freely formed in various shapes in accordance with required
conditions.
As an example, the first heater part 300 includes a first sheath
heater 310 formed as a coil and disposed in the first flow path
102a. The first heater part 300 also includes a second sheath
heater 320 formed as a coil and disposed in the first flow path
102a.
More specifically, the first sheath heater 310 is formed as a coil
surrounding the baffle shell 220 and disposed between the baffle
shell 220 and the first housing 110.
The second sheath heater 320 is formed as a coil surrounding the
baffle shell 220 and disposed between the baffle shell 220 and the
first housing 110.
In particular, the first sheath heater 310 and the second sheath
heater 320 are coaxially disposed in the longitudinal direction of
the first flow path 102a (in the longitudinal direction of the
first housing 110). The coolant may sequentially pass through the
first sheath heater 310 and the second sheath heater 320.
Since the plurality of sheath heaters constitutes the first heater
part 300 as described above, only some or all of the plurality of
sheath heaters may be operated in accordance with the required
conditions (e.g., a heating load). As a result, it is possible to
obtain an advantageous effect of precisely and quickly controlling
an output of the coolant heater in accordance with the heating
load.
More particularly, the first sheath heater 310 and the second
sheath heater 320 are fixed to the first housing 110 by welding or
brazing. Since the first sheath heater 310 and the second sheath
heater 320 are fixed to the first housing 110 by welding or brazing
as described above, it is possible to obtain an advantageous effect
of stably maintaining the state in which the first sheath heater
310 and the second sheath heater 320 are disposed.
In addition, the baffle assembly 200 may include first support
parts 230 configured to support the first sheath heater 310 and the
second sheath heater 320.
As an example, the first support parts 230 may protrude from an
outer surface of the baffle shell 220 and may be in close contact
with an inner surface of the first sheath heater 310 and an inner
surface of the second sheath heater 320.
Since the inner surface of the first sheath heater 310 and the
inner surface of the second sheath heater 320 are supported by the
first support parts 230 as described above, it is possible to
obtain an advantageous effect of further stably maintaining the
state in which the first sheath heater 310 and the second sheath
heater 320 are disposed.
More particularly, the first sheath heater 310 and the second
sheath heater 320 are fixed to the first support part 230 by
welding or brazing.
The second heater part 400 is disposed in the second flow path 102b
and configured to heat the coolant flowing along the second flow
path 102b.
Various heating means capable of heating the coolant may be used as
the second heater part 400, and the present disclosure is not
restricted or limited by the type and the structure of the second
heater part 400.
As an example, the second heater part 400 includes a third sheath
heater 410 formed as a coil and disposed in the second flow path
102b.
For reference, in an embodiment of the present disclosure, the
configuration in which only the single third sheath heater 410 is
provided in the second flow path 102b is described as an example.
However, according to another embodiment of the present disclosure,
a plurality of third sheath heaters may be provided in the second
flow path, and the present disclosure is not restricted or limited
by the number of third sheath heaters and an arrangement interval
or distance between the third sheath heaters.
In addition, the baffle assembly 200 may include a second support
part 240 configured to support the third sheath heater 410.
As an example, the second support part 240 may protrude from an
inner surface of the baffle shell 220 and may be in close contact
with an outer surface of the third sheath heater 410.
Since the outer surface of the third sheath heater 410 is supported
by the second support part 240 as described above, it is possible
to obtain an advantageous effect of further stably maintaining the
state in which the third sheath heater 410 is disposed.
More particularly, the third sheath heater 410 is fixed to the
second support part 240 by welding or brazing.
With this structure, the coolant introduced into the inlet part 132
is primarily heated by the first sheath heater 310 and the second
sheath heater 320 while flowing (H1) along the first flow path
102a. The coolant is secondarily heated again by the third sheath
heater 410 while flowing (H2) along the second flow path 102b. Then
the coolant is introduced into the heater core of the HVAC unit 20
of the fuel cell vehicle through the second space 104 in the first
housing 110 and through the outlet part 134 (see FIG. 4).
As described above, according to the present disclosure, since the
coolant is primarily heated by the first sheath heater 310 and the
second sheath heater 320 while spirally flowing around the baffle
assembly 200 through the first flow path 102a and the second flow
path 102b and then secondarily heated again by the third sheath
heater 310, it is possible to obtain an advantageous effect of
improving efficiency in transferring heat to the coolant and
reducing the heating time.
In other words, as illustrated in FIGS. 7 and 8, it can be seen
that the efficiency in transferring heat to the coolant is improved
compared to the related art because the coolant is heated while
flowing in a zigzag pattern through the first flow path 102a and
the second flow path 102b. As a result, it is possible to obtain an
advantageous effect of reducing the time taken to heat the coolant
and thus improving the fast-acting heating performance and the
heating efficiency.
In addition, the coolant heater 10 for a vehicle according to the
present disclosure includes the controller 500 configured to
individually control the first sheath heater 310, the second sheath
heater 320, and the third sheath heater 410.
The controller 500 may be mounted at various positions in
accordance with required conditions and design specifications. As
an example, the controller 500 may be integrally coupled to one end
of the housing unit 100. More specifically, the controller 500 may
be mounted on the header plate 150.
In an embodiment of the present disclosure, the configuration in
which the controller 500 is integrally coupled to one end of the
housing unit 100 is described as an example. However, according to
another embodiment of the present disclosure, the controller 500
may be provided separately from the housing unit 100.
More particularly, the controller 500 is configured to individually
control the first sheath heater 310, the second sheath heater 320,
and the third sheath heater 410 by pulse width modulation (PWM)
control.
Since the first sheath heater 310, the second sheath heater 320,
and the third sheath heater 410 are individually controlled by PWM
control as described above, it is possible to obtain an
advantageous effect of precisely controlling outputs of the first
sheath heater 310, the second sheath heater 320, and the third
sheath heater 410.
In other words, in the related art, because the cartridge heater
needs to be merely turned on/off by using a relay in order to heat
the coolant to a target temperature, it is difficult to accurately
control an output of the cartridge heater in accordance with a
heating load.
However, according to the present disclosure, since the first
sheath heater 310, the second sheath heater 320, and the third
sheath heater 410 are individually controlled by PWM control, it is
possible to obtain an advantageous effect of accurately controlling
the outputs of the first sheath heater 310, the second sheath
heater 320, and the third sheath heater 410 in accordance with a
heating load. Other advantageous effects include minimizing
electric power consumed by the first sheath heater 310, the second
sheath heater 320, and the third sheath heater 410, and improving a
traveling distance of the fuel cell vehicle.
In addition, according to the present disclosure, each of the first
sheath heater 310, the second sheath heater 320, and the third
sheath heater 410 constitutes an independent electric circuit. For
example, even though any one of the first sheath heater 310, the
second sheath heater 320, and the third sheath heater 410 may be
broken down (e.g., short-circuited), the remaining two sheath
heaters may operate. As a result, it is possible to obtain an
advantageous effect of minimizing complaints related to the heating
performance and caused by the occurrence of breakdown.
In particular, referring to FIGS. 5 and 6, the coolant heater 10
for a vehicle according to the present disclosure is configured to
stop the operations of the first sheath heater 310, the second
sheath heater 320, and the third sheath heater 410 when the first
sheath heater 310, the second sheath heater 320, and the third
sheath heater 410 are overheated.
The process of stopping the operations of the first sheath heater
310, the second sheath heater 320, and the third sheath heater 410
in the event of overheating may be implemented in various ways in
accordance with required conditions and design specifications.
As an example, the coolant heater 10 for a vehicle may include a
coolant temperature sensor 610 configured to measure an outlet
temperature of the coolant discharged from the outlet part 134.
When the outlet temperature of the coolant is higher than a
predetermined temperature, the controller 500 stops the operations
of the first sheath heater 310, the second sheath heater 320, and
the third sheath heater 410.
As described above, since the operations of the first sheath heater
310, the second sheath heater 320, and the third sheath heater 410
are stopped when the outlet temperature of the coolant is higher
than the predetermined temperature, it is possible to obtain an
advantageous effect of preventing the overheating caused by a lack
of coolant, minimizing damage to the first sheath heater 310, the
second sheath heater 320, and the third sheath heater 410, and
improving stability.
As another example, the coolant heater 10 for a vehicle may include
a surface temperature sensor 620 configured to measure a
temperature of an outer surface of the housing unit 100. When the
coolant is heated and the temperature of the outer surface of the
housing unit 100 is higher than the predetermined temperature, the
controller 500 stops the operations of the first sheath heater 310,
the second sheath heater 320, and the third sheath heater 410.
As described above, since the operations of the first sheath heater
310, the second sheath heater 320, and the third sheath heater 410
are stopped when the temperature of the outer surface of the
housing unit 100 is higher than the predetermined temperature, it
is possible to obtain an advantageous effect of preventing the
overheating, minimizing damage to the first sheath heater 310, the
second sheath heater 320, and the third sheath heater 410, and
improving stability.
In addition, when the temperature of the outer surface of the
housing unit 100 is higher than the outlet temperature of the
coolant, the controller 500 determines that the overheating occurs,
and thus the controller 500 stops the operations of the first
sheath heater 310, the second sheath heater 320, and the third
sheath heater 410.
As still another example, the coolant heater 10 for a vehicle may
include a water pump 630 configured to supply the coolant to the
inlet part 132. When an abnormal signal related to the water pump
630 is detected, the controller 500 stops the operations of the
first sheath heater 310, the second sheath heater 320, and the
third sheath heater 410.
In this case, the abnormal signal related to the water pump 630 may
mean a signal that deviates from a reference signal range which is
set when the water pump 630 normally operates.
Alternatively, a thermal fuse 640 may be connected to the housing
unit 100. When the coolant is heated and the temperature of the
outer surface of the housing unit 100 is higher than an operating
temperature of the thermal fuse, the thermal fuse 640 may
physically cut off a supply of power to the first sheath heater
310, the second sheath heater 320, and the third sheath heater
410.
Referring to FIGS. 3 and 9, a thermal insulation layer 170 may be
formed between an outer surface of the first housing 110 and an
inner surface of the second housing 130.
Various types of thermal insulation layers 170 may be formed in
accordance with required conditions and design specifications, and
the present disclosure is not restricted or limited by the type and
the structure of the thermal insulation layer 170.
In particular, the thermal insulation layer 170 may be configured
as an air layer or a vacuum layer. In some instances, instead of
the air layer (vacuum layer), a thermal insulator made of a thermal
insulating material may be provided between the outer surface of
the first housing 110 and the inner surface of the second housing
130.
As an example, the first housing 110, the second housing 130, the
first cover 120, the second cover 140, and the header plate 150 may
form the thermal insulation layer 170 (e.g., air layer) in
cooperation with one another.
As described above, since the thermal insulation layer 170 is
formed between the outer surface of the first housing 110 and the
inner surface of the second housing 130, a thermal loss to the
outside of the second housing 130 may be minimized. As a result, it
is possible to obtain an advantageous effect of improving the
efficiency in heating the coolant and of reducing the time taken to
heat the coolant.
Referring to FIG. 10, it can be seen that if no thermal insulation
layer is provided between the outer surface of the first housing
110 and the inner surface of the second housing 130 (in the related
art), a temperature of an outer wall of the second housing 130 is
rapidly increased, which causes an increase in thermal loss to the
outside of the second housing 130. In contrast, according to the
present disclosure, since the thermal insulation layer 170 is
provided between the outer surface of the first housing 110 and the
inner surface of the second housing 130, a speed of raising the
temperature of the outer wall of the second housing 130 may be
reduced, as illustrated in FIG. 10. As a result, it is possible to
reduce a thermal loss to the outside of the second housing 130.
FIG. 11 is a view for explaining a coolant heater for a vehicle
according to another embodiment of the present disclosure. Further,
the parts identical and corresponding to the parts in the
above-mentioned configuration are designated by the identical or
corresponding reference numerals, and detailed descriptions thereof
have been omitted.
In the embodiment of the present disclosure described and
illustrated above, there has been described the example in which
the first and second covers 120 and 140 made of metal (e.g.,
stainless steel or aluminum) are fixed, by welding or brazing, to
the first and second housings 110 and 130 made of metal. It has
also been described in the example above that the first sheath
heater 310, the second sheath heater 320, and the third sheath
heater 410, which are made of metal, are fixed to the first and
second housings 110 and 130 by welding or brazing. However,
according to another embodiment of the present disclosure, the
first cover 120, the second cover 140, the first housing 110, and
the second housing 130 may be made of materials different from
materials of the first sheath heater 310, the second sheath heater
320, and the third sheath heater 410.
As an example, referring to FIG. 11, the first and second covers
120 and 140 made of a nonmetal material (e.g., plastic) and the
first and second housings 110 and 130 made of a nonmetal material
(e.g., plastic) may be integrally formed by injection molding.
In addition, a sealing member 101' (for example, made of rubber or
silicone) for defining a sealed structure may be interposed between
the header plate 150 and the other end of a first housing (not
illustrated) and the other end of a second housing 130'.
According to yet another embodiment of the present disclosure, in
order to reduce a size of the coolant heater for a vehicle, the
coolant heater for a vehicle may be configured only by the housing
unit and the first heater part (or both the first heater part and
the second heater part) without the separate baffle assembly.
Alternatively, the housing unit may be configured only by the
second housing without the separate first housing (including the
thermal insulation layer).
According to the present disclosure as described above, it is
possible to obtain an advantageous effect of improving a
fast-acting heating performance and heating efficiency.
In particular, according to the present disclosure, it is possible
to obtain an advantageous effect of ensuring a sufficient flow path
of the coolant, improving efficiency in heating the coolant, and
reducing the time taken to heat the coolant.
In addition, according to the present disclosure, it is possible to
obtain an advantageous effect of accurately controlling the output
of the coolant heater in accordance with a heating load.
In addition, according to the present disclosure, it is possible to
obtain an advantageous effect of preventing the coolant heater from
being excessively heated and of improving stability and
reliability.
While the present disclosure has been described above with
reference to the embodiments, it may be understood by those having
ordinary skill in the art that the present disclosure may be
variously modified and changed without departing from the spirit
and scope of the present disclosure disclosed in the claims.
* * * * *